Propelling mechanism for vessels.



E A! GRAVES PEOPELLING MECHANISM FOR VBSSELS.

APPLICATION FILED JUHE 22,1910

Patented Apr. 16, 1912.

UNITED STATES PATENT OFFICE.

EUGENE A. GRAVES, OF RUTLAND, VERMONT, ASSIGNOR OF FORTE-FIVE ONE- HUNDREDTHS T0 FREDERICK W. SAVAGE, OF GRANVILLE, NEW YORK, AND TEN ONE-HUNDBEDTHS T0 SAMUEL GENO, 0F RUTLAND, VERMONT.

PROPELLING MECHANISM FOR VESSELS.

Specification of Letters Patent.

Patented Apr. 16, 1912.

Application filed June 22, 1910. Serial No. 568,258.

To all whom it may concern:

Be it known that I, EUGENE A. GnAvEs, a citizen of the United States, and resident of Rutland, county of Rutland, State of Vermont, have invented an Improvement in Propelling Mechanism. for Vessels, of which the following description, in connection withthe accompanying drawing, is a specification, like characters on the drawing representing like parts.

This invention has for its object the production of novel mechanism for propelling steam and other motor-driven vessels whereby the efliciency of the power employed is materially amplified, and, for a given horsepower and hull, the speed of the vessel is greatly increased.

It is well known that there is a great difference between the theoretical and the practical eiiiciency of the screw propeller as commonly used, for theoretically the pitch of the propeller determines the axial distance traversed during one revolution, but in practice a propeller working in the unconfined Water does not travel such theoreti cal distance by an amount termed the ap parent slip. The rotation of the propeller tends to force a portion of the Water en- 'gaged thereby outward from the axis of rotation, and thus reduces the reaction upon the boat which tends to push it forward.

In my present invention I mount the pro peller within a laterally confined body of i water co-axial with the propeller and under pressure from the volume of water at one or both ends of the confined body, so that i tice each container is made of a series of when the propeller is revolved it tends to force such confined body of water in an axial direction from the confining means.

the propeller works there is a practical;

l erably annclships, the container being inelimination of slip, and theaxial distance traversed by the propeller in one revolution closely approaches the theoretical distance. Ordinarily the motive power is apand pitched blades C mounted on a hub C mum, but in my present invention the motive power is applied at or near the periphery of the propeller, and by such arrangement I secure highly satisfactor results, not only as to power consumed at as to efliciency and speed.

The various novel features of my invention will be fully described in the subjoined specification and particularly pointed out in the following claims.

Figure 1 is a side elevation of the hull of a vessel e nipped with propelling mechanism embo ying one form of my invention; Fig. 2 is a horizontal section taken through the hull substantially on the line 2-2, Fig. 1, lookin down; Fig. 3 isa transverse section on the line 3-3, Fig. 1, looking toward the left; Fig. 4. is an enlarged longitudinal sectional detail taken through the axis of a propeller and its inclosing tube by means of which the body of water in which the propeller works is confined against lateral movement, the section being taken on line 44, Fig. 2. a

In the present embodiment of my invention the hull A of the vessel is provided with two tubular containers B, B, located in parallelism with each other and with the keel of the vessel, and extended longitudinally within the hull for the greater part of their length, the open ends of the containers being fixedly secured to the shell or hull near the bow and stern thereof in any suitable manner. Asshown in Figs. 1 and 2 the ends of the containers are beveled to conform to the external contour of the adjacent portions of the hull, being flush with the outer surface of the hull, and in pracannular, metallic sections'bolted together at b, Fig. 4, to form water tight joints, steel tubing being the material preferably em ployed. Said containers are at such a distance below the water line of the vessel that they will be in solid water at all times, irrespective of pitching and rolling of the hull. A propeller is located in each container prefterrupted for the admission of the propeller, and as shown in Fig. 4 the propeller is of the screw type, having properly shaped which is secured to a shaft C co-axial with the container B. Diametral struts b within the container provide bearings for the shaft C as shown in Fi 4, and the pro= peller blades are perip erally connected with a ring 0 the inner diameter of which is the same as that of the container B, the exterior of the ring having sprocket or other teeth 0" thereon, for a purpose to be described. As shown in Fig. 4 this ring C" is made of relatively large cross-section and revolves between abutting ends of the adjacent container-sections D which are made heavier than the other sections and are pro vided each with an external flange b the interrupted portion or annular opening of the container being located between the two sections 12 Between the flange and the side of the propeller ring C an annular bearing embraces the section b and is secured thereon by bolts 6 said bearing being sub stantially L-shaped in cross-section, the radial portion thereof having its face adjacent the ring provided with alternate annular grooves Z) and ribs 5 to fit closely opposed ribs 0 and grooves c on the side of ring C", making a water-tight joint or connection therewith, and also serving as a bearing for the ring during its rotation. Setting-up bolts 6 in the flange I) bear against the adjacent portion of the bearing 6 and serve to set or adjust the same with the requisite tightness against the side of the propeller rin the clamping bolts 6 being tightened ai er the bearing is set up.

In practice the bolt holes in bearing 12,

will be sufficiently elongated to allow of such adjustment.

From aninspection of Fig. 4 it will be seen that the propeller is supported axially mainly by the shaft C and struts b, and the bearings 6 take up the end thrust, transmitted through the blades to said bearings, which tainer B water tight adjacent the propeller ring C".

Any suitable form of motor, may be employed, such for instance as a turbine engine, indicated at E, Fig. 1, the shaft e having fixed to it a sproc et or other driving drum connected with the peripheral ring C of the propeller by an endless flexible transmittin member, a such as a sprocket chain, link belt, or the like.

In Fig. 3 the containers are shown side by side and driven from the turbines E located above them on the deck A", the containers being supported in suitable seats 6", bolted to timbers A at the bottom of the hold of the vessel. A very direct power transmission is thus provided between the motor and the propeller, and it will be obvious that the power transmitted is applied at the periphery of the propeller, adjacent the greatest resistance, rather than near the axis of rotation as is now common. By such peripheral application of the driving power I obtain greater efliciency from a motor of also serve to maintain the C011.

given horse-power, with increased speed, and conversely, I can with a smaller expenditure of power secure a speed of propulsion equal to that attained by vessels using a much greater horsepower. As the propeller container is open at each end and thus in continuous communication volume of water in which the vessel floats it will be apparent that the container is filled with a solid column of water under the pressure of the external water, the propeller operating in such solid. body of water. There can be no lateral escape for the enveloping water and its discharge at the outlet end of the container is resisted by the pressure of the external water, hence there is practically no slip of the screw, and the axial distance traversed. by the propeller (and the vessel) during one revolution of the propeller is substantially the theoretical distance for a given pitchand size of propeller, makin proper allowance for friction. Thus the eflciency is increased by housing the propeller in the container, to revolve in a solid, confined body of water at all times, and in practice I have, with a given pro eller and motor, arranged as herein provi ed, attained a speed of from four to six times as great as was attainable with the same dimensions and pitch of propeller, and power, used in the ordinary way.

Referring to Fig. 4 I have shown the con, tainer B provided with flanged seats B located ahead and astern of the propeller, to receive gate valves B, which can be moved to closethe container B should it be necessary to get at the propeller in case of accident, or injury to the propeller, the closure of the gates serving to inclose the propeller in a water tight compartment, from which the water can be pumped by any suitable means, after which the thrust bearings can be removed to give access to the interior of the container. A nipple b" on the container, normally closed by a cap I), Fig. 4, can be coupled onto a pump connection when it is desired to empty the part of the container between the closed ates or valves B, which are shown fully c osed in Fig. 4 to more clearly illustrate the con struction. If it be desired to run the motor at a constant speed the speed of the vessel can be varied by closing the valves B more or less.

By inclosing the propeller in the container so that .it operates upon a solid. body of water at all times I not only get the effect of immersing the propeller far below the surface but secure the added advantage of confining the water in which the pro eller works from lateral displacement, as Wlll be manifest.

Various changes or modifications in details of construction and arrangement may be made by those skilled in th art without with the main.

departing from the spirit and seope of my invention as set forth in the elaims annexed hereto.

Having fully deseribed my invention what I elaiin as new and desire to seeure by Letters Patent is:-

1. The eombination, with the hull of a vessel of a fore and aft tubular container extended longitudinally through the hull and open at its tlltls, said container being interrupted within the hull, annular bearings mounted externally on the eontainer at such interrupted portion, the opposed t'aees of the bearings having alternate annular ribs and grooves thereon, a ring interposed between said bearings and having its opposite fares annularly ribbed and grooved to cooperate with the grooves and ribsarespeetively. of the bearings, to form a water-tight joint while permitting rotation of the ring, the latter closing the interrupted portion of the container between the bearings, a screwpropeller within said ring and having the peripheral portion of its blades rigidly attaehed to the ring, and means operatively eonneeted with the exposed portion of the propeller ring to rotate the same.

2. The combination, with the hull of a vessel, of a fore and aft tubular container extended longitudinally through the hull and open at its ends, said eontainer being interrupted within the hull, annular bearings mounted externally on the eontainer and longitudinally adjustable thereon at such interrupted portion, the opposed fares of the bearings having alternate annular ribs and grooves thereon, a se1'e\\=propeller having a rigidly attached ring inelosing the peripheries of its blades, said ring being interposed between the bearings and having its opposite tat-es annnlarly ribbed and grooved to eoc'lperate with the grooves and ribs. respeetivelv, of the hearings. to form a water-tight joint while permitting rotation of the propeller and its attached ring. axial supports for the propeller within the eontainer, and means operatively eonneeted with the expoeed portion of the propeller ring to rotate the same, said ring closing the interrupted portion of the container between the bearings.

In testimony whereof, I have signed nrv name to this speeitieation, in the presenee of two subseribing witnesses.

EUGF XE A. GRAVES.

\Vitnesses 6 JOHN F. SMITH, VVM. J. BoImEN. 

